TYRE SPEED RATING CODES : RATING CODES

TYRE SPEED RATING CODES : PIRELLI TYRES P7 REVIEW.

Tyre Speed Rating Codes

speed rating

Tire code or Tyre code - Automobile tires are described by an alphanumeric code, which is generally molded into the sidewall of the tire. This code specifies the dimensions of the tire, and some of its key limitations, such as load-bearing ability, and maximum speed.

a letter that identifies a tire's high speed durability. A tire's capabilities are tested at preset speeds and the results of these tests determine the tire's speed rating. Speed Ratings include: Q, S, T, U, H, V, Z, W, Y

Speed rating to indicate the range of speeds at which a tyre can carry a load under a range of conditions. Ratings are categorised from A-Z.

codes

A series of letters, numbers, or symbols assigned to something for the purposes of classification or identification

attach a code to; "Code the pieces with numbers so that you can identify them later"

(code) a coding system used for transmitting messages requiring brevity or secrecy

A system of words, letters, figures, or other symbols substituted for other words, letters, etc., esp. for the purposes of secrecy

(code) a set of rules or principles or laws (especially written ones)

A system of signals, such as sounds, light flashes, or flags, used to send messages

tyre

Sur: a port in southern Lebanon on the Mediterranean Sea; formerly a major Phoenician seaport famous for silks

tire: hoop that covers a wheel; "automobile tires are usually made of rubber and filled with compressed air"

A port on the Mediterranean Sea in southern Lebanon; pop. 14,000. Founded in the 2nd millennium bc as a colony of Sidon, it was for centuries a Phoenician port and trading center

For the 1986 model year Porsche introduced the 944 Turbo, known internally as the 951 (952 for right-hand drive models). This had a turbocharged and intercooled version of the standard car's engine that produced 220 hp (164 kW) (217 hp (162 kW) in the US) at 6000 rpm. The turbo was the world's first car using a ceramic portliner to retain exhaust gas temperature. The Turbo also featured several other changes, such as improved aerodynamics, a strengthened gearbox with a different final drive ratio, standard external oil coolers for both the engine and transmission, standard 16 inch wheels (optional forged fuchs wheels), and a slightly stiffer suspension to handle the extra weight. Major engine component revisions, more than thirty in all, were made to the 951 to compensate for increased internal loads and heat. 1987 Porsche 944 Turbo (US Model) Few changes occurred for the 1987 model year. They included the deletion of the transmission oil cooler, a change in suspension control arms in order to reduce the car's scrub radius, and for the first time ever offered in a production car, standard dual airbags. The engine remained the same M44/51 powerplant as in the 1986 model. In 1988, Porsche introduced the Turbo S option package. The 944 Turbo S had a more powerful engine (designation number M44/52) with 247 hp (184 kW) and 350 N·m (260 lb·ft) torque (standard 944 Turbo 217 hp (162 kW) and 243 lb·ft (329 N·m)). This higher output was achieved by using a larger turbine housing, slightly different camshaft, and revised engine mapping which allowed for slightly more boost at high rpms as compared to the standard Turbo. In June 1988, Car and Driver tested the 944 Turbo S and achieved a 0-60 mph time of 5.5 seconds and a quarter mile time of 13.9 seconds at 101 mph (163 km/h). Top speed was factory rated at 162 mph (261 km/h). The 944 Turbo S's suspension was the then state-of-the-art "M030" option consisting of Koni adjustable shocks front and rear, with ride height adjusting threaded collars on the front struts, progressive rate springs, larger rear torsion bars, harder durometer suspension bushings throughout, larger 26.8 mm (1.1 in) anti-roll bars at the front, and chassis stiffening brackets in the front frame rails. The air conditioning dryer lines are routed differently to clear the front frame brace on the drivers side. The 944 Turbo S wheels, known as the Club Sport design, were 16" forged and flat-dished, similar to the Design 90 wheel. Wheel widths were 7 inches (178 mm) in the front, and 9 inches (229 mm) in the rear; sizes of the Z-rated tires were 225/50 in the front and 245/45 in the rear. The front and rear fender edges were rolled to accommodate the larger wheels. The manual transmission (case code designation: AOR) of the 944 Turbo S brought back the external cooler, and also featured a limited slip differential with a 40% lockup setting. The Turbo S front brakes were borrowed from the Porsche 928 S4, with larger 4 piston fixed calipers and discs; rear brakes remained the same as a standard Turbo. ABS also came standard. The 944 Turbo S interior featured full power seats for both driver and passenger, where the majority of the factory-built Turbo S models sported a "Burgundy plaid" (Silver Rose edition) but other interior/exterior colors were available. A 10 speaker sound system and equalizer + amp was a common option. In 1989 the 'S' designation was dropped from the 944 Turbo S, and all 944 Turbos featured the 'S' package as standard.

Grumman Avenger FN821 coded 4-K

6 May 1943 - Avenger FN 821 was issued to the Fleet Air Arm (FAA) coded "4-K" It was involved in two accidents before its fatal crash. The first was a ground loop at Brunswick on 18 August 1943 during a night landing by Sub Lieutenant (S/L) S.C. Palmer. Later it was in a ground collision, with it's prop striking another Avenger JZ 129 on 8 December 1943. the third incident was as follows. 3 February 1944 FN 821 took off from Gosport on the south coast of England for a transfer of unit flight to Machrihanish, then on to the new station of HMS Robin in the Orkneys, north Scotland. A flight of about 1000 miles in total. On board were 1st Pilot S/L William Seddon Appleby aged 24 from Gisbourne New Zealand. 2nd Pilot S/L Ernest Hartley Green aged 22 from Sheringham Norfolk. Observer S/L Joe Lupton aged 21 from Morley [there is more than one Morley in the UK, we would be grateful if anyone can clarify this for us] and a rating listed only as 'a passenger' - was this rating male, female, the station mascot or even a serviceman's pet? the fact is not known. A stop off & refuel point may have been RAF Valley in Anglesy, North Wales, it was on a bearing for this airfield that FN 821 ran into a heavy snowstorm near Llangynog, North Wales. Control of the aircraft was lost and FN 821 plunged into the boggy hillside of Trum-Y-Fawnog, loosing part of a wing on the way down. Eye witnesses report the wing as being away from the crash site, all four members of the crew being killed. The only piece left that resembled an aircraft was the tail unit. A recovery unit sent to salvage the aircraft pushed & pulled most of the large pieces of FN 821 down Nant Trefechan to a waiting 'Queen MAry' low loader. This in turn got stuck on one of the small hump back bridges in the valley and had to be pulled clear. The lanes are very narrow with no chance of turning around and going back. So they just had to keep going forward, hoping to not get stuck again. In August 2006, some thirty years after forestry plantation, the crash site was found by a friend of mine who stumbled across it. The crash site has, basically, been left untouched all this time, being protected by the heavy vegetation. Wreckage is still embedded in the crater that used to be water filled but now mostly drained by the surrounding trees. Showing all the signs of a vertical high speed descent, the wreckage lies crumpled around. The crater clearly shows the outline of the frontal aspect of the Avenger being lopsided as if missing a wing. The remaining wing area still contained remains of undercarriage, tyre and fuel tank structures. Cockpit framing lay embedded into one side of the crater only. Source (and typos): Ezrays.net Not looking too untouched now, is it?